As Boeing pushes deliveries to their highest since 2018, deep program losses and production risks continue to shape how Gulf carriers plan their next phase of fleet growth. The Boeing delivery backlog Gulf airlines face is substantial – together, they hold nearly 800 aircraft still on order, representing one of the manufacturer’s largest backlogs outside the United States.
After a turbulent few years, Boeing’s recovery narrative is beginning to look more tangible but not yet convincing. The U.S. planemaker’s third-quarter results show revenue up nearly 30 percent year-on-year to US $23.3 billion, driven by stronger 737 MAX and 787 output. Yet optimism was tempered by a US $4.9 billion charge on the delayed 777-9 program, which pushed the company into another quarterly loss.
That blend of progress and pain matters far beyond Boeing’s balance sheet. For Gulf airlines, long among Boeing’s most important and outspoken customers, the pace and reliability of the company’s recovery have direct consequences for fleet strategy, delivery timelines, and long-term growth.
Deliveries Rising, but Fragility Beneath the Surface
Operationally, Boeing is regaining altitude. The company delivered 160 commercial aircraft in the third quarter, up from 116 a year earlier: a 38 percent increase that marks its strongest quarter since 2018, according to Boeing’s investor disclosures. Year-to-date deliveries reached 440 jets by the end of September as compared to 291 in the nine months of 2024, showing tangible progress across the 737 MAX, 777, and 787 programs.
The Federal Aviation Administration (FAA) has also approved Boeing’s plan to raise 737 MAX output to 42 aircraft per month, signaling confidence in its manufacturing discipline. Meanwhile, the 787 Dreamliner line production is stabilized at seven per month.
Still, persistent supply-chain friction continues to cap the pace of recovery. And the long-delayed 777-9, now targeted for delivery in 2027 per the updated certification timeline, remains Boeing’s biggest operational and financial drag. The latest $4.9 billion charge reflects the anticipated costs tied to the 777-9 delays.
Boeing Order Backlog: Gulf Airlines (as of November 2025)
| Airline | 777F | 777X | 787-8 | 787-9 | 787-10 | 737 MAX | Total |
|---|---|---|---|---|---|---|---|
| Emirates | 10 | 205 | 15 | – | 15 | – | 245 |
| Etihad Airways | – | 25 | – | 4 | 20 | – | 49 |
| flydubai | – | – | – | 30 | – | 116 | 146 |
| Gulf Air | – | – | – | 2 | – | – | 2 |
| Oman Air | – | – | – | 7 | – | 1 | 8 |
| Qatar Airways | – | 124 | – | 61 | 75 | – | 260 |
| Riyadh Air | – | – | – | 39 | – | – | 39 |
| Saudia | – | – | – | 18 | 21 | – | 39 |
| Total | 10 | 354 | 15 | 161 | 131 | 117 | 788 |
Source: Boeing orders and deliveries, unfilled orders
Implications for Gulf Carriers
For airlines across the Gulf, Boeing’s uneven recovery shapes their strategic plans, fleet flexibility, and expansion timelines.
🇦🇪 Emirates – 245 aircraft on order
Emirates, the world’s largest 777 operator and launch customer for the 777-9, remains the most exposed to Boeing’s delays.
With 245 aircraft still to be delivered, including 205 Boeing 777Xs, 10 777Fs, 15 787-8s, and 15 787-10s, the bulk of its exposure sits squarely on the delayed 777-9 program. Each shift in certification timing reverberates through Emirates’ long-haul renewal plan, forcing continued reliance on aging 777-300ERs. Emirates’ President Sir Tim Clark has already voiced frustration after Boeing’s latest delay announcement, upset at not being informed before the new timeline went public. For Emirates, Boeing’s execution on the 777X is the single most consequential variable in its fleet strategy through the late 2020s.
🇶🇦 Qatar Airways – 260 aircraft on order
Qatar Airways has 260 Boeing aircraft in the backlog, including 124 777Xs, 61 787-9s (across GE and NS engine options), and 75 787-10s. This makes Qatar the region’s second-largest Boeing customer and, unusually, gives it the biggest Dreamliner backlog in the Gulf.
While Qatar is diversified with a strong Airbus pipeline, delays in the 777X program still shape its long-term fleet planning, especially for premium-heavy routes and future growth out of the new Hamad North expansion.
🇦🇪 Etihad Airways – 49 aircraft on order
Etihad’s order book shows 49 unfilled Boeing aircraft including 25 777-9s and 24 787s.
With Etihad tightening its long-haul footprint and emphasising flexibility, the 787 family is strategically more important than the 777X. Timely Dreamliner deliveries matter more to Etihad’s network shape than the eventual arrival of the 777-9.
🇦🇪 flydubai – 146 aircraft on order
flydubai’s backlog is dominated by 116 737 MAXs, supplemented by 30 787-9s that will support its planned step-up in long-haul flying later this decade.
As a carrier almost entirely dependent on Boeing for fleet growth, the airline is acutely exposed to production volatility. CEO Ghaith Al Ghaith has warned that persistent delivery delays are “putting growth plans at risk”. Boeing’s ability to sustain higher MAX output will be fundamental to flydubai’s network expansion and fleet-replacement cycle.
🇸🇦 Saudia – 39 aircraft on order
Saudia’s Boeing backlog comprises 18 787-9s and 21 787-10s, forming the backbone of its widebody expansion.
The deliveries are essential for network growth tied to Saudi Vision 2030, particularly as Saudia builds Jeddah into a larger hub ahead of Riyadh Air’s entry.
🇸🇦 Riyadh Air – 39 aircraft on order
Riyadh Air awaits 39 787-9s, a fleet intended to scale the carrier rapidly into a global network airline.
Riyadh Air’s launch, initially planned for early 2025, had to be pushed back due to slower-than-expected 787 deliveries, and being told to expect only four aircraft this year instead of eight. Timely 787 output is therefore directly tied to the kingdom’s aviation transformation timelines.
🇴🇲 Oman Air – 8 aircraft on order
Oman Air’s exposure is more modest in volume with seven 787-9s and one 737 MAX pending.
🇧🇭 Gulf Air – 2 aircraft on order
Gulf Air’s exposure is limited, with two 787-9s in backlog.
Strategic Stakes for the Region
Gulf carriers are accustomed to managing aircraft-delivery risk, yet Boeing’s uneven recovery has changed how they hedge it. The past five years have seen a gradual diversification of order books, with regional airlines increasing Airbus commitments to maintain balance. Emirates’ expanded A350 order and Qatar Airways’ deep A321neo pipeline both illustrate this more pragmatic procurement stance.
Even so, Boeing remains indispensable in key segments. The 777F freighter continues to anchor Middle Eastern cargo operations, and the 787 is central to the region’s long-haul connectivity strategies. Boeing’s ability to deliver these aircraft on time and restore credibility around the 777-9 will directly influence how aggressively Gulf carriers can grow through the late 2020s.
For the Gulf’s new-generation airlines, Boeing’s production stability has an impact on national economic planning. Saudi Arabia’s aviation transformation, for example, depends on Boeing’s timely delivery of dozens of 787s, while Dubai’s future hub growth still hinges on when the first 777-9s actually arrive.
Recovery in Progress, Confidence Pending
Boeing’s numbers show real operational momentum: deliveries are climbing, oversight is easing, and key programs are stabilising. Yet its financial health remains constrained by legacy costs and thin margins.
For Gulf airlines, Boeing’s recovery will determine not only delivery timelines but also the reliability of their growth forecasts. Boeing is clearly moving in the right direction, but until it can deliver aircraft profitably and consistently, the industry’s confidence will remain cautious.
(© The Aviation Brief | Analysis — Nov 2025)
Also read: What’s Behind Qatar Airways’ $897 Million Cathay Pacific Exit?
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